São José dos Campos, Brazil
São José dos Campos, Brazil

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Landing gear doors may be opened in an emergency event, e.g., a failure of the normal landing gear actuation system that requires a gravity free-fall deployment. The retractable aircraft landing gear door actuation mechanism will include a landing gear door (12-1) and a door support bracket (22) attached to the landing gear door. The support bracket (22) is attached to aircraft structure (10-1) for pivotal movement about a pivot axis (22-1a) between a closed condition whereby the landing gear door covers an aircraft landing gear when retracted relative to the aircraft structure, and an opened condition whereby the landing gear door is moved laterally and upwardly relative to the aircraft landing gear when extended relative to the aircraft structure. A gear door actuation assembly (40) is operatively connected to the door support bracket (22) for moving the door support bracket and the gear door supported thereby between the closed and opened conditions thereof. The gear door actuation assembly will include an over-the-center spring assembly (50) which assists in pivotal movement of the door support bracket (22) and the gear door (12-1) supported thereby from the closed condition into the opened condition thereof.

Environmental control systems and methods to control environmental temperature of an enclosed space by integrating a passive heat exchange subsystem (e.g., a loop heat pipe (LHP) heat exchange subsystem) having a closed loop heat exchange fluid circuit in heat-exchange relationship with the enclosed space for providing environmental temperature control therewithin, a RAM-air subsystem having a RAM-air circuit for circulating RAM cooling air, and a vapor compression cycle machine (VCM) subsystem having a VCM fluid circuit having a compressor, an evaporator, a condenser and an expansion valve.

Assemblies and methods are provided to allow a temporary alternate door (e.g., an observation door for use during search and rescue (SAR) missions) may be placed in a fuselage opening normally closed by a dedicated personnel door. The assembly may be provided with a central support pole attachable to interior structure of the aircraft fuselage so as to be disposed in an upright position within an interior of the aircraft fuselage (e.g., within the aircrafts cargo hold), and at least one stand-by alternate door (e.g., an observation door) which is sized and configured to be operatively accepted by the aircraft fuselage door opening when the dedicated primary aircraft door is in an opened and stowed condition. Typically a pair of stand-by alternate doors are removably connected to the central support pole so as to be capable of being movably deployed into a position to close the aircraft fuselage opening when disconnected from the central support pole.

An aircraft automatic control system protects structural parameters of an aircraft based on angle of attack protection by use of maximum allowed angle of attack values as a function of dynamic pressure or a combination of parameters that permit computation of dynamic pressure. Example techniques herein limit the wing lift coefficient as a function of dynamic pressure (or velocity) to create a limitation for the maximum lift produced by an aircraft wing.

Embraer SA | Date: 2016-12-15

It describes an aircraft access door, in particular a boarding and landing access door arranged centrally on a fuselage portion of the aircraft and perpendicularly relative to a longitudinal axis of the aircraft, the access door being formed by a wing fairing disposed adjacent to a fuselage floor and a fuselage fairing associated with the wing fairing, the wing fairing being provided with rotational means positioned below the floor, the fuselage fairing being provided of access means interconnecting the floor to the ground. It further describes an aircraft provided with an access door, particularly a boarding and landing access door, arranged centrally on a fuselage portion of the aircraft and perpendicularly to a longitudinal axis of the aircraft.

Testing apparatus, systems (10) and methods are provided to obtain measurements pertaining to aircraft control surfaces (ACS) mounted to stationary aircraft structures (AAS) for displacements about a hinge axis (HA). A support structure (AAS) and an actuator (18) carried by the support structure may be provided, the support structure including attachment assembles (14a) for positionally fixing the testing apparatus to the stationary aircraft structure (AAS). The actuator (18) carried by the support structure (AAS) includes a rectilinearly moveable actuator shaft (18a) which contacts the aircraft control surface (ACS) when the support structure is positionally mounted to the stationary aircraft structure (AAS). Actuation of the actuator (18) will thereby cause the actuator shaft to apply a load to the moveable aircraft control surface (ACS) to cause deflection thereof about the hinge axis (HA).

A system and method for training an aircraft pilot employs a station that delivers training lessons in the form of output and also receives input data from the trainee. An apparatus comprising a computational system is capable of displaying content from different types of media, including virtual reality, augmented reality, and variations. A mixed reality environment interacts with a human being, simulating the response of real objects, and also provides necessary information to achieve Learning Objectives for a specific part of training. A register or record of the interactions is used for evaluation.

Patent of invention for LONGITUDINAL LOCK DEVICE FOR CARGO IN AIRCRAFT, SAFETY TRIGGER FOR LONGITUDINAL LOCK DEVICE There is described a longitudinal lock device for cargo in aircraft (100) endowed with a locking box (9) which is fastened beneath the floor of an aircraft, the longitudinal lock device for cargo in aircraft (100) comprisinga locking latch (11) associated to the cargo and coupled to a bar mechanism disposed inside the locking box (9), the locking latch (11) being moved towards the extraction of the cargo in flight;the bar mechanism being formed by the locking box (9) acting as a fixed bar, a puppet arm (12) articulated on a second pivot (2) and a puppet follower (10) articulated on a first pivot (1), both pivots (1, 2) fastened to the locking box (9); said articulations moving the bar mechanism determining locked, armed and released positions for the device (100). There is also described a safety trigger for longitudinal lock device (100), the safety trigger being disposed inside the locking box (9) and comprising a rocker (35) endowed with a contact face (52) and rotatable on a fourth pivot (4), said rocker (35) being associated to an end of the second compression bar (14) and to an end of an adjustable rod (27) that communicates with the compression helical spring cartridge (25), a contact face (52) displaces the second compression bar (14) under the action of a longitudinal force applied to the locking latch (11) over a pre-established longitudinal force.

Self-aligning retractable strut stabilization assemblies that are ground engageable in use are provided to stabilize a vehicle, e.g., a cargo aircraft during loading/unloading operations. The strut stabilization assembly may be on-board equipment associated with an aircraft that may be actuated (e.g., via on-board hydraulic and/or electric actuation systems) by the aircraft operator so as to stabilize the aircraft during certain ground operations, e.g., cargo and/or personnel loading/unloading operations. A laterally separated pair of centering mechanisms are attached to the main strut and define a zero-spring bias load state corresponding to an aligned condition of the main strut. Displacement of the main strut out of the aligned condition responsively causes at least one centering mechanism to exert a spring-biased load in an opposite direction of the displacement causing the at least one centering mechanism to return to the zero-spring bias load state thereby returning the main strut to the aligned condition thereof.

Agency: European Commission | Branch: H2020 | Program: RIA | Phase: MG-1.4-2014 | Award Amount: 16.38M | Year: 2015

The EC Flight Path 2050 vision aims to achieve the highest levels of safety to ensure that passengers and freight as well as the air transport system and its infrastructure are protected. However, trends in safety performance over the last decade indicate that the ACARE Vision 2020 safety goal of an 80% reduction of the accident rate is not being achieved. A stronger focus on safety is required. There is a need to start a Joint Research Programme (JRP) on Aviation Safety, aiming for Coordinated Safety Research as well as Safety Research Coordination. The proposed JRP Safety, established under coordination of EREA, is built on European safety priorities, around four main themes with each theme consisting of a small set of projects. Theme 1 (New solutions for todays accidents) aims for breakthrough research with the purpose of enabling a direct, specific, significant risk reduction in the medium term. Theme 2 (Strengthening the capability to manage risk) conducts research on processes and technologies to enable the aviation system actors to achieve near-total control over the safety risk in the air transport system. Theme 3 (Building ultra-resilient systems and operators) conducts research on the improvement of Systems and the Human Operator with the specific aim to improve safety performance under unanticipated circumstances. Theme 4 (Building ultra-resilient vehicles), aims at reducing the effect of external hazards on the aerial vehicle integrity, as well as improving the safety of the cabin environment. To really connect and drive complementary Safety R&D (by EREA) to safety priorities as put forward in the EASA European Aviation Safety plan (EASp) and the EC ACARE Strategic Research and Innovation (RIA)Agenda, Safety Research Coordination activities are proposed. Focus on key priorities that impact the safety level most will significantly increase the leverage effect of the complementary safety Research and Innovation actions planned and performed by EREA.

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